DE102007036794A1 - Driving strategy determining method for motor vehicle, involves determining each set-driving speed profile for respective high and low priority sub-groups of selected non-continuous driven distance segments corresponding to preset criterion - Google Patents

Abstract

The The present invention provides a method and an apparatus for determining the driving strategy of a motor vehicle, wherein for a given route a corridor for a possible Target vehicle speed with an upper and a lower speed limit the route is defined.

Description

The The present invention relates to a method for determining the Driving strategy of a motor vehicle.

Even though Applicable to any motor vehicle, the present invention and its underlying problem with motor vehicles explained with an internal combustion engine.

The EP 1 484 213 A1 describes a method and a device for controlling the driving speed of a motor vehicle.

task The present invention is an improved universal Method for determining the driving strategy of a motor vehicle to accomplish.

The inventive method for determining the Driving strategy of a motor vehicle according to claim 1 has the advantage that it is an optimization of driving behavior allow in accordance with predetermined criteria.

The The idea underlying the present invention is that that for a given route a corridor for a possible Target vehicle speed with an upper and a lower speed limit the route is defined. Then set a respective desired vehicle speed profile for a first higher priority subset of selected ones non-contiguous route segments accordingly a first predetermined criterion and a respective desired vehicle speed profile for at least a second priority lower Subgroup of selected route segments accordingly a second predetermined criterion such that a continuous Connection of all set travel speed profiles of all subgroups is obtained.

In the dependent claims are advantageous developments and improvements of the invention.

According to one preferred development is the predetermining the route by means of a navigation system, after which setting the first dependency taking into account stored in the navigation system Input data is done.

According to one Another preferred development is the setting of the second Dependency in consideration of the driver entered input data.

According to one Another preferred embodiment has the first dependency a step-shaped profile with a plurality of speed segments constant upper speed limit, with the respective Target vehicle speed profile of the first higher priority Subset of selected non-contiguous ones Track segments so according to the first predetermined Criterion is provided that starting from the upper speed limit in a speed segment of higher upper speed limit the upper speed limit at a starting point of a speed segment Lower upper speed limit due to a sailing phase is reached.

According to one Another preferred development is a setting of a respective Target vehicle speed profile for a second priority center Subset of selected non-contiguous ones Track segments according to a second predetermined criterion such that the starting point of a sailing phase chosen so will that be at a hilltop or downhill the target vehicle speed does not fall below the speed limit.

According to one Another preferred development, the respective nominal vehicle speed profile of third higher priority subset of selected ones non-contiguous route segments accordingly the third predetermined criterion either an increasing target vehicle speed profile according to an acceleration phase or a constant setpoint vehicle speed profile according to a speed-holding phase or a modulated one Driving speed profile according to a speed-holding phase on.

According to a further preferred refinement, when determining the second dependency and / or when specifying the respective desired vehicle speed profile for all groups, vehicle-external In taken into account.

embodiments The invention is illustrated in the drawings and in the following Description explained in more detail.

It demonstrate:

1 a schematic diagram of an arrangement for carrying out the method according to the invention;

2 a flow diagram according to an embodiment of the method according to the invention;

3 a schematic representation of a speed profile for establishing the driving strategy of a motor vehicle was created;

4a an enlarged section of 3 to explain the driving strategy at a hilltop followed by a slope in a height profile according to 4b ; and

5 an enlarged section of 3 to explain the different driving strategy with respect to an acceleration process at two different predetermined average speeds.

In In the figures, the same reference numerals designate the same or the same function Elements.

1 shows a schematic diagram of the arrangement for carrying out the method according to the invention for determining the driving strategy of a motor vehicle.

In 1 Reference symbol R designates an arrangement for determining the driving strategy of a motor vehicle (also referred to as a throttle controller for short). The driver R calculates after entering a route into a (not shown) navigation system of the motor vehicle an optimized driving strategy to achieve the lowest possible fuel consumption. Taking advantage of the specific route data, such. As speed limits, curve radii and topography, the R is a speed profile generated by the driver of the R controlled by a corresponding setting of engine torque, brake, transmission, etc. follows. The average speed achieved is at a similar level to the "normal", unregulated driving style. In addition to the route data and the traffic is integrated into the driving strategy, which is by in-vehicle devices such. B. the Abstandsregeltempomat, as well as by communication with traffic control systems and other vehicles is accomplished.

In the present embodiment, the drive controller R is supplied with the following input data IP1, IP2,..., IP14, as can be seen from Table I: IP1 Actual engine torque IP2 Actual engine speed IP3 Is speed IP4 Actual gear IP5 clutch switch IP6 Driver request regarding speed overrun tolerance IP7 Driver request route options (fast, medium, slow, economical, sporty, ...) IP8 Driver's request regarding lateral acceleration and positive or negative longitudinal acceleration IP9 System for recuperation IP10 Distance and speed of preceding vehicle IP11 Driving strategy of preceding and following vehicle IP12 Driver's request regarding braking torque IP13 planned route including topography, speed limit, curve radii, IP14 Traffic forecasts, z. As traffic lights (with prediction), traffic jams, weather-related road conditions, ... Table I - Rule input data R

The input mode of the input data IP1, IP2, ..., IP14 can be divided into three groups: a) Input by the driver, eg. Eg IP6-IP9, IP12; b) input from the vehicle control or vehicle sensor system, z. IP1-IP5, IP10, IP12 ,, IP13; c) input external to the vehicle (eg by radio), z. Eg IP11, IP14. The driver R itself stores the data listed in Table II below: D1 Engine map D2 gear ratios D3 Travel resistances including incline and acceleration options (optionally adaptive for detecting different loads or differently mounted bodies) D4 Vehicle speed characteristic curve as a function of the curve radius and set maximum desired lateral acceleration D5 Target speed in the plane for sailing D6 Limit for engine stop while sailing D7 Fuel consumption versus average speed Table II - Data stored in the throttle R

Depending on the driving strategy decided based on the input parameters IP1, IP2,..., IP14, the cruise controller R outputs the output data OP1, OP2,..., OP8 listed below in Table III to the vehicle controller (not shown) to use corresponding control devices to regulate the driving behavior of the motor vehicle. OP1 Desired engine torque OP2 Engine stop request OP3 Engine start request OP4 Coupling Request (Disconnect / Connect) OP5 Target moment of recuperation OP6 Target braking torque OP7 Own driving strategy for transmission to vehicle ahead and behind OP8 Target gear + next gear Table III - Output data of the controller R

Of Further, the cruise control R according to the present Embodiment of the function, suggestion data VP Lich respect an optimization of traffic management of the concerned Route (for example, turning radius, speed limit, ...) in a memory device SP, which, for example at the service is readable. This proposal data VP can later transmitted to a traffic route planner become. The traffic route planner may then based on the suggestion data VP determine if he is within the available Road construction tolerates certain road sections For example, can defuse as that, for example due to larger curve radii a fuel economy savings can be achieved. Another optimization option for the traffic route planner, for example, there is the specification of certain gradient or slope angle of to be built routes to optimized sailing phases of the motor vehicle to make possible.

Under a sailing phase is in the present embodiment understood that the vehicle is merely due to the on it if necessary taking into account the gravitational force acting on it moved by headwind or tailwind. In these sailing phases the engine is either idling or complete shut off, and the gearbox is either disengaged or located in idle state.

2 shows a flowchart according to an embodiment of the inventive method for determining the driving strategy of a motor vehicle.

The basic operation of the in 1 illustrated Fahrreglers R can be through the in 2 Steps S1, S2, ..., S6 described.

in the Step S1, the input data IP1, IP2, ..., IP14 in the speed controller R entered. If necessary, an update takes place in step S2 the input data IP1, IP2, IP14. In step S3, an optimized Driving strategy with regard to the currently valid input parameters IP1, IP2, ..., IP14.

in the Step S4, a check is made as to whether the driving strategy, in particular, the driving speed corresponding to the target driving strategy If this is the case, the program flow branches back to step S2, in which the input parameters IP1, IP2, ..., IP13 be updated again. If this is not the case, then in step S5 a readjustment associated with the output of appropriate Output data OP1, OP2, ..., OP8 in step S6. Then branches the program flow back to step S2. Then repeated the procedure is in constant loops.

3 shows a schematic representation of a speed profile, which was created by the inventive device for determining the driving strategy of a motor vehicle.

In 3 the distance s is plotted on the abscissa in arbitrary units (for example meters), whereas the speed in km / h is plotted on the ordinate.

at the determination of the driving strategy of the motor vehicle concerned by the cruise control R are initially the upper speed limits including a speed over tolerance band TB set, as shown as a stepped curve I.

In the present case this results in a step function with six segments A, B, C, D, E, F. In the Seg The speed limit is set according to speed limit information from the navigation system (not shown), namely 70 km / h in segment A, 50 km / h in segment B, 100 km / h in segment C, 80 km / second. h in segment D and at 100 km / h in segment E. In segment F, the upper speed limit is determined from a curve radius information from the navigation system, taking into account the driver's request for lateral acceleration (input data IP8). Based on these data, the cruise control R for the segment F calculates an upper speed limit of 34 km / h.

in the This is followed by the likewise step-shaped curve II corresponding to a respective lower speed limit established. The lower speed limit is according to the upper speed limit according to curve I and the driver's request regarding the average speed (input parameter IP7). The curves I and II thus create a permissible one Band or a corridor KO for the target vehicle speed v fixed.

In a next step of the definition process for the driving profile, the nominal driving speed v is now also planned in segments. In 3 Points P1 to P13 respectively denote the boundaries of different target vehicle speed segments. These segments are now scheduled to optimize fuel consumption in a given hierarchy or prioritization.

The the highest priority in the planning have already sailing phases defined above, namely segment P3-P4, segment P8-P9 and segment P11-P12. The Planning the target vehicle speed v takes place in such a way that taking into account the topography and the driving resistance (possibly the headwind or tailwind) the lower vertices of the curve I at the boundaries of the segments A, B and C, D and E, F by sailing from the upper speed limit of the respective preceding segment can be achieved.

With second highest priority are the segments P1-P2 and P6-P7, which are mountain peaks or slopes included, calculated.

4a ) shows an enlarged section of 3 to explain the definition of the segment P6-P7 with a hilltop T followed by a slope at a height profile H as a function of the distance s according to 4b ).

In this case, the calculation of the setpoint vehicle speed v at the top of the hill T or downhill and the determination of Auskuppelpunktes before the hilltop T such that even with any acceleration during sailing downhill, the maximum speed v _max does not exceed the upper speed limit of the curve I the lower speed limit according to curve II falls below.

Again with respect to 3 then, with the third highest priority, the segments P2-P3, P5-P6, P7-P8 and P10-P11 are calculated. The mathematical definition of these acceleration segments is carried out in such a way that, starting from the setpoint vehicle speed of the end point of the preceding segment (eg P5, 50 km / h)), the setpoint vehicle speed at the starting point of the subsequent segment (eg P6, 100 km / h) is achieved as efficiently as possible, in particular consumption-optimized, and in compliance with the desired average speed, taking into account the topography and other vehicle parameters. In particular, there is a seamless, quasi-continuous transition between the preceding segment P4-P5, the segment P5-P6 and the subsequent segment P6-P7.

Ultimately are the lowest priority segments P4-P5, P9-P10 and P12-P13 are defined by a constant or quasi-constant setpoint speed v and no existing slope are marked. In the sementes P4-P5 and P12-P13 is the target vehicle speed v constant (eg flat topography), whereas in the segment P9-P10 the target vehicle speed v is quasikonstant and set as a sawtooth profile, resulting in a further fuel savings. At the calculation of the sawtooth profile is also noted that the transition at point P10 in the following already specified segment P10-P11 goes seamlessly.

5 shows an enlarged section of 3 to explain the different driving strategy with respect to an acceleration process at two different predetermined average speeds.

How out 5 can be seen, the area SB is stretched when the desired average speed, which is reflected in the curve II, is low and compressed when a high average speed is required. At a compression corresponding to a high average speed, the point P6 shifts toward the point P6 '.

In this context is off 5 It can be seen that for a faster demanded average speed, accordingly, an increased number of steeper acceleration segments to meet the required high average speed can. Of course, this will increase the fuel consumption.

Even though the present invention above based on preferred embodiments is described, it is not limited thereto, but modifiable in a variety of ways.

• – Eingriff des Fahrers oder eines Regelsystems (wie z. B. Bremsen, Beschleunigen, Eingriffe ABS und ESP ansprechend auf den Fahrbahnzustand);
• – Verkehrssituationen hinsichtlich vorausfahrendem Fahrzeug, Erkennung ob sich ein Fahrzeug auf der eigenen Fahrspur befindet, Abstandgeschwindigkeit usw. zu anderen Fahrzeugen.

Although a certain order of priority was given in the previous embodiment, it is not limited to the example shown. Of course, other priorities can be chosen or the following priorities can be superimposed on the explained calculation priorities:

• Intervention of the driver or a control system (such as braking, acceleration, intervention ABS and ESP in response to the road condition);
• - Traffic situations with regard to the vehicle ahead, detection whether a vehicle is in its own lane, distance speed, etc. to other vehicles.

In In this context, there are various strategies, for example, maintaining such a distance that the own driving strategy is fully feasible. Furthermore, a compromise can be made the distance to the vehicle ahead, the speed of the vehicle preceding vehicle including its own speed prediction and own driving strategy are found. It is expedient always the difference of the driving speed according to the current one Driving profile and the speed of a preceding vehicle to capture the driving strategy as soon as possible, if necessary to be able to adapt.

Also it is possible to communicate with other vehicles to reconcile the different driving strategies, until a common driving profile if necessary iteratively determined has been. It may, for example, a repeated transmission and receiving proposals in alternation between the participants Give vehicles. Also involved in the determination The driving strategy may include communications from traffic control systems, For example, traffic jams or red reports of traffic lights, which imply an immediate driving strategy change.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - EP 1484213 A1 [0003]

Claims (7)

Method for determining the driving strategy of a Motor vehicle with the steps: Specifying a route; Establish a first dependence (I) corresponding to an upper one Speed limit depending on the traveled Route (s) and a second dependency (II) accordingly a lower speed limit depending on the distance traveled (s), the first dependency (I) and the second dependence (II) a corridor (KO) include for a possible target vehicle speed; and Establish a respective desired vehicle speed profile for a first higher priority subset of selected ones non-contiguous route segments (P3-P4; P8-P9; P11-P12) corresponding to a first predetermined Criterion and a respective nominal vehicle speed profile for at least one second lower priority subgroup of selected non-contiguous route segments according to a second predetermined criterion such that a Continuous connection of all desired vehicle speed profiles of all subgroups. Method according to claim 1, characterized in that that prescribing the route by means of a navigation system takes place and the setting of the first dependence (I) under Consideration stored in the navigation system Input data (IP13) takes place. Method according to claim 1 or 2, characterized that setting the second dependency (II) under Consideration of input data entered by the driver (IP6-IP12). Method according to claim 1, 2 or 3, characterized that the first dependence (I) is a stepwise Profile with a plurality of speed segments (A-F) constant upper speed limit and the respective Target vehicle speed profile of the first higher priority Subset of selected non-contiguous ones Track segments (P3-P4; P8-P9; P11-P12) provided according to the first predetermined criterion will that starting from the upper speed limit in one Speed segment (A; C; E) higher upper speed limit the upper speed limit at a starting point (P4; P9; P12) a speed segment (B; D; F) of lower upper speed limit is achieved by a sailing phase. Method according to one of claims 1 to 4, characterized in that the respective nominal driving speed profile the second prioritized subset of selected ones non-contiguous route segments (P2-P3; P4-P5; P5-P6; P7-P8; P9-P10; P10-P11; P12-P13) according to the second predetermined Criterion either an increasing target vehicle speed profile in accordance with an acceleration phase or a constant setpoint vehicle speed profile according to a speed-holding phase or a modulated one Driving speed profile according to a speed-holding phase having. Method according to one of claims 1 to 5, characterized in that a setting of a respective desired vehicle speed profile for a third priority subgroup of selected non-contiguous route segments (P1-P2, P6-P7) according to a third predetermined Criterion is such that the starting point of a sailing phase is chosen so that at a hilltop (T) the target speed is at lower speed limit. Method according to one of claims 1 to 6, characterized in that when setting the second dependency (II) and / or when specifying the respective desired vehicle speed profile For all groups, vehicle-external information is taken into account become. Driver entered input data (IP6-IP12).